Railway-traffic-controlling apparatus



Sept. 13,1927.

F. H. NICHOLSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 21, 1924 2 Sheets-Sheet l INVENTOR:

ATTORNEY Patented Sept. 13, 1927.

UNITED STATES.

1,642,082 PATENT OFFICE.

FRANK H NICHOLSON, 0F LEWISTOWN, PENNSYLVANIA, ASSIGNOR TOZTHE UNION SWITCH 8a SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A- CORPORATION OF PENNSYLVANIA.

RAILWAY-TBAFFIC-CONTROLLING APPARATUS.

Application filed April 21, 1924. Serial No. 707,884.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising governing means on a train requiring a continuous supply of energy from the trackway to permit the train to proceed without retardation. More specifically, my invention is the provision in apparatus of this character, of novel means for permitting unretarded progress of the train along a. portion of track which is not equipped for supplying such energy to the train, which portion may be termed non-positive control territory to distinguish it from positive control territory which is equipped for supplying energy to the train.

The present application covers'an invention which was made solely by me, but which was disclosed and claimed in an application filed by Frank H. Nicholson and Lloyd V. Lewis on'the th da of January, 1923, Serial No. 614,818, whic latter application has since been changed to a sole application by Lloyd V. Lewis. A

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of trackway apparatus embodying my invention. Fig. 2 is a view, partly diagrammatic and partly in section, showing one form of train-carried apparatus embodying my invention and adapted for co-operation with I the trackway apparatus'shown in Fig. 1.

tories being equipped for supplying gov-.

'erning energy to trains passing along the track while the non-positive control territory is'not so equipped.

The positive control territory A-D is divided by insulated joints 2 into a plurality of track sections AB, BC and CD,

while the portion of the positive control terthese signals is omitted from'the drawing for the reason that it forms no part of my present invention.

Each track section in positive control territory is provided with means'for connecting a source of alternating train governing current across the track rails adjacent the exit end of the section. As here shown, this is accomplished by a transformer for each section designated by the reference charac- -.ter T, with an exponent corresponding to the location, the secondary of which is constantly connected across the rails of the section through a limiting impedance 6, and the primary of which is at times connected with a transmission line L supplied with train governing alternating current by a generator G. The primary circuit of each transformer T includes a circuit controller operated by the adjacent signal S and designated by the reference character 3 with the Similar reference characters refer to sim-' same exponent as that applied to the signal.

. Each of these circuit controllers is arranged :to be cl0sed' when the signal indicates proceed or caution but open when the si alindicates stop. I It will be seen, there ore,

that train governing: current is supplied to the rails of the sect on when the signal for the section next in advance indicates proceed or caution, but not when it indicates stop; in' other words, this current is supplied to each section whenever the section next in advance is unoccupied, but is not supplied to the rails of a section in the rear of an occupied section.

Referring'now to Fig. 2 of the drawings, I

I have illustrated a form of train carried apparatus with which my invention, to be 7 hereinafter describd, may be "-It till may be noted here, however, that my inven tion is not limited to this specific type oli train-carried apparatus but may be used with numerous other forms of such apparatus. In the form here illustrated, the train carried apparatus includes two magnetizable cores 4 and l which are mounted on the train in advance of the forward axle, as indicated in Fi l, and are located over the two track rail 1 and 1, respectively. Each of these cores is substantially tl-shaped with its legs extending downwardly, and each core is disposed transversely with re spect to the rails. These cores a and at are provided with coils 5 and 5, respectively. It is apparent, therefore. that when alternating current flows in either rail, part of the magnetic flux surrounding such rail will pass through the core which is directly over the rail and so will induce an alter nating potential in the coil carried by such core.

The coils 5 and 5* are included in a receiving circuit a and are connected in this circuit in such manner that the potentials created in the coils by an alternating current flowing in opposite directions in the two rails are additive. Tt will be seen, therefore, that train governing current'trom the transformers T will induce an alternating current potential in the receiving circuit a, The potential thus created in the receiving circuit is utilized to control the supply olcurrent to a relay K, suitable amplifying apparatus M preferably being interposed between the receiving circuit and the relay, as indicated in the drawing. Included in circuit a is a resistance 7, which is normally shunted by back contacts 8 ot a push button P. When the resistance 7 is shunted, the voltage induced in circuit a by the track transformers T is suilicient to cause relay hi to be closed, but when push button P is reversed, so that contacts 8 are open, thus opening the shunt around resistance 7, the voltage applied to the amplifying apparatus M by circuit a is insufiicient to cause relay K to close. The function of resistance and push button P will be explained hereinafter.

When relay K is closed, it causes the cnergization of a magnet H by virtue of a circuit which passes from battery 10, through contact 11 or" relay K, wire 12, winding of magnet H, and wire 13 to battery 10. Magnet H controls a valve mechanism designated as a whole by the reference character W, and this mechanism in turn controls a brake application valve N which is associated with the brake pipe :35 and with the engineers brake valve Q.

As shown in the drawing, relay K is energized, so that magnet H is energized, and the armature or" this magnet. accordingly holds a pin valve 14 in the depressed neaaoaa position against the action of a helical spring 46. Valve 14 When in this position admits air from the main reservoir of the braking system through a pipe 15, passage 16, valve chamber 17, and port 18, to a timing reservoir 19, so that this reservoir is charged with main reservoir pressure. Air pressure passes from the timing reser voir through a pipe to a cab signal 21, which, when the reservoir is charged to full pressure, indicates proceed.

The brake application valve N is directly controlled by a valve 27, which in turn is governed by a piston 28 biased normally to the position shown in the drawing by a spring 29. When the piston 28 is in this position valve 27 is closed due to the action of a spring 51, so that pipe 26 which leads from the brake valve N is blanked. Air is supplied from the main reservoir through pipe 15 to the main chamber 23 of the application valve l'l :lrom which it flows through a small port 24 in piston 24: to cylinder 2-? on the left hand side of this piston and to pipe 26, so that both sides of piston 24 are exposed to main reservoir pressure. This piston, together with slide valve 22, is then held in its right hand position due to the action of a spring 25. While in this position air flows from the main chamber 23 of application valve N to feed valve pipe 31, pipe 32, feed valve 47, pipe 33, recess 34L in the brake valve Q, to the brake pipe 35, thus maintaining pressure in the latter and holding the brakes in the released condition. Air also flows from the brake pipe 35, through a branch 35 to the lower face of an equalizing piston 36, which controls a valve la. The upper face of piston 36 is also supplied with air from the brake pipe branch 35 through port 35", recess 37 in slide valve 22 and pipe 38. The effective area of the upper face of piston 36 being greater than that of the lower face it follows that this piston is depressed so that valve 44 is closed. Air is also supplied from pipe 38, through pipe 39 to anequalizing reservoir 40, but the associated reduction limiting reservoir ll is connected with atmosphere through pipe 48, recess 42 in slide valve 22 and exhaust port d3.

With the parts in the positions shown in the drawing, the brakes are under the control of the engineer, because the feed valve pipe 31 is directly connected to the main reservoir through the brake application valve N and pipe 15". In order to cause an application of the brakes, the engineer shifts the valve Q to service or emergency position, thereby disconnecting the brake pipe 35 from teed valve i? and at the same time connecting the engineers equaliz ng reservoir 49 to atmosphere, with the result that a measured reduction in brake pipe pressure is caused by valve 50.

I will now assume that when the parts are in the positions shown in the drawings, the train enters the block in the rear of an occupied block, so that the supply of train governing energy .is discontinued. Relay K opens, thereby causing magnet H to become de-energized, with the result that valve 14 rises under the influence of spring 46. This valve then disconnects pipe 16 from the main reservoir and connects this pipe with port which leads to the top of piston 28. The underside of this piston being. open to atmosphere through a port 45, it follows that this piston is immediately, depressed, thereby opening valve 27 and so exhausting the pressure on the left hand side of brake application valve piston 24 to atmosphere. The pressure in the timing reservoir 19 then flows out througha small orifice 28 in piston 28. so that after a given interval of time, which ,I will assume to be 60 seconds, piston 28 returns to its normal position under the influence of spring 29, and 'thereby permits valve 27 to 'close under the influence of spring 51.

The exhaust of air from the left hand side of piston 24 causes this piston and slide valve 22 to shift to 'the left. One-result of this movement of valve 22 is to disconnect the feed valve pipe 31 from main reservoir, thereby cutting oil the supply of air to the brake pipe, and permitting a brake application to follow from the opening of the brake pipe as hereinafter explained. The closin of the feed valve pipe 31 thus prevents the engineer from releasing the brakes until slide valve 22 returns to its normal position. The reversal of slide valve 22 disconnects pipe 38 from the brake pipe. branch 35 and connects pipe 38 with the reduction limiting reservoir 41, through pipe 48, with the result that a predetermined reduction occurs in the pressure in the equalizing reservoir 40, and consequently, on the upper face of piston-36. Piston 36 then rises and opens valve 44, so that (air flows out to the atmosphere from brake pipe 35. When the pressure in the brake pipe is reduced the predetermined amount, such for exampleas 20 lbs., the pressures on the two faces of piston 36 again equalize and this pistonthen returns to its normal position and closes valve 44, so as to prevent further reduction in brake pipe pressure. The reduction which occurs, however, is suflicient to cause anadequate service application ofthe brakes and so to bring the trainto a stop. The time'required to bring the'train to a stop from full speed is" less than the time element of the reservoir 19, so that piston 28 does not return to its upper position until after the train has come'to a stop; -Wh'en piston 28 does return to its upper position, valve 2 7 closes, thereby stopping the flow of-air through pipe 26 from the lefthand side of piston 24. With the engineers brake valve Q in running position, however, the left hand side of piston 24 is still connected with atmosphere through pipe 52, recess 53 in slide valve 22, brake release pipe 54, recess 55 in the engineers brake Q and exhaust port 56, so that valve N still remains in brake-applying position. To restore valve N to'its normal position the engineer must ,move his brake valve Q to the lap position, thereby. disconnecting the brake release valve pipe'54f from exhaust port 56. Air pressure then builds up on the left hand side Of PIStOIl 24 and so permits this piston and the slide valve 22 to return to their normal positions. The engineer can then release the brakes by restoring his brake valve Q, to release or running position, whereupon air is supplied to the brake pipe 35 from the feed valve pipe 31 through recess 34 in the brake valve Q. The return of slide valve 22 to normal position connects the reduction limiting reservoir 41 to atmosphere and causes the equalizing reservoir 40 to again be charged to full brake pipe pressure. The train may then proceed under the control of the engineer with the expectation of finding an obstruction ahead. The timing reservoir 19 now being discharged, the cab signal 21 ind'icates'to the engineer that the train is without automatic control. As

soon as ener y is again received from the It will be observed that when the train enters the non-positive control territory 'D E an automatic application of the brakes would occur unless means are provlded to prevent such result. The means which I have provided for preventing such an application, 'and'which constitute myinvention, are as follows: V

Located in thetrackway immediately. in

advance of the point D are twoconductors 9 and 9, which areconstantly supplied with current from the secondary of a transformer X, the primary of which is connected across the transmission line L.- Transformer X and the circuits connecte thereto re so proportioned that the curre t flowingin conduz-ztors 9v and 9 is considerably greater than that flowing in'the track rails land 1? due to the track transformers. T. 'When the train passes over'conductors 9 and 9 the voltage induced in the receiving circuit a; will be.

sufiicient to keep relay K closed, even though the back contacts 8 of push button P'are open so thatresistance 7 is included in circuit a; If the englneer reversespush button P at this point "in'the. tra'k it Will then not cause relay K to be de-energized,

but will cause the energization of a second magnet J associated with the valve mechanism lV, the circuit fonthis magnethcmg from battery 10, through contact 57 oi: relay K, wire 58, contacts 59 of push button P,

wire 60, winding of magnet J, and wire 13 to battery 10.

Magnet J controls a valve 61, which 18 closed under the influence of a spring (53 when the magnet is (lo-energized. When this magnet becomes energized, however, valve ($1 is opened thereby permitting air to flow from the chamber 17 above piston 65, \Vllltll is connected to the timing reservoir 19, through ports (34, valve (31 and exhaust port (32 to atmosphere. The pressure in the timing reservoir 19 is also exerted on a portion o t the underside of piston 65, which is biased downwardly by a spring 66. Normally the combined pressures on the top of this piston due to spring 66 and the air In the timing reservoir are greater than the pres sure on the underside of the piston, so that this piston remains down, as shown in the drawing. When valve 61 opens, however, the pressure on top of piston 65 is immediately reduced to such an extent that the pressure supplied to the under suriace thereof through pipe 67 is sufficient to cause this piston to rise, thereby permitting the pressure in the timing reservoir 19 to immediately exhaust to atmosphere through port 68, to a pressure less than that required to actuate piston 28.

I will now assume that as the train passes over the trackway conductors 9 and 9 the engineer reverses his push button P thereby energizing magnet J and so exhausting the timing reservoir 19 to atmosphere. After this has been accomplished, and the train passes beyond conductors 9 and 9, both magnets H and J become (lo-energized due to the cessation of energy from the trackway. There being insuflicient pressure in timing reservoir 19, however to actuate piston 28 the latter remains in its uppermost position after the reversal of valve 14, and so the brake application valve is not affected and the brakes are not applied. After leaving the conductors 9 and 9, the engineer allows push button P to return to its initial position. Then as soon as the train again enters positive control territory, relay K will close and magnet H will become energized, so that the timing reservoir 19 will again become charged and the parts are then ready to cause an automatic brake application in the event that the supply of energy from the, trackway (eases.

If the engineer should reverse the push button P while the train is receiving energy from the track, rails 1 and 1. the result would be a momentary energization of magnet J followed by immediate de-energization of both magnets H and J, because the amount of current supplied to relay K would be below the amount required to keep this relay closed. The interval of time during which magnet J would be energized under this condition would be so short that the pressure in chamber 17 would not be materially reduced, and piston (35 would not rise. It follows that as soon as magnet H became de-energized, piston 28 would be depressed to cause an automatic application of the brakes. It will, 01' course, be understood that if the engineer operated his push button P under the condition just specified, the reason for de-energization of relay K is that the shunt around the resistance 7 would be open and the voltage then applied to the amplifying apparatus would be insufiicient to cause relay K to remain closed.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traflic controlling apparatus comprising governing mechanism on a train normally requiring the constant influence of energy from the trackway to permit the train to proceed without retardation, a trackway comprising positive control territory equipped with primary means for supplying train governing energy to the train and non-positive control territory not so equipped, auxiliary means located adjacent the entrance to said non-positive control for supplying a greater amount of energy to the train than said primary means in positive control territory, and apparatus on the train responsive to the energy from said auxiliary means but not to the energy received from said means in positive con trol territory for conditioning said mechanism to permit the train to proceed through non-positive control territory without retardation.

2. Railway traffic controlling apparatus comprising governing mechanism on a train normally requiring the constant influence of energy from the traekway to permit the train to proceed without retardation, a trackway comprising positive control territory equipped with primary means for supplying train governing energy to the train and non-positive control territory not so equipped, auxiliary means located adjacent the entrance to said non-positive control for supplying a greater amount of energy to the train than said means in positive control territory, and apparatus on the train including a manually operable part and functioning if said part is operated while the train is over said auxiliary trackway control territory not so equipped, auxiliary means located at the entrance to non-positive control territory for supplying a greater amount of energy to strains, a circuit on a train receiving energy from both of said trackway means and including a normally shunted resistance, a relay controlled by said receiving circuit and responsive to energy supplied in positive control territory when said resistance is shunted but not when the shunt is open, said relay being responsive to the energy supplied by said auxiliary means when the shunt is open, governing mechanism controlled by said relay'and normally requiring that the relay be closed to permit the train to proceed without retardation, normally dc-energized auxiliary mechanism on the train controlled by said relay and arranged when energized to render said governing mechanism ineffective to retard the train in non-positive control territory, and manually operable apparatus on the train for opening said shunt and simultaneously energizing said auxiliary mechanism.

4. In combination, a stretch of railway track having positive control territory equipped with primary means for supplying governing energy to trains and non-positive control territory not so equipped," auxiliary means located at the entrance to non-positive control territory for supplying a greater amount of energy to trains, a clrcul-t on a train receivlng energy from both of said trackway means and including a normally shunted resistance, a relay controlled by said receiving circuit and responsive to energy supplied'in positive control territory when said resistance is shunted but not when the shunt is open, said relay being responsive to the energy supplied by said auxiliary means when the shunt is open, a magnet controlled by a front contact of said relay governing mechanism controlled by said magnet and normally requiring that the magnet be energized to permit the train to .proceed, a second magnet controlled by a front contact of said relay, and by a normally open circuit controller, manually operable means on the train for simultaneously opening said shunt and closing said circuit controller, and means operating when said second magnet is energized to condition said mechanism to permit the train to proceed withoutretardation through said non-positive control territory.

5. In combination, a stretch of railway track having positive control territory equipped with primary means for supplying I governing energy to trains and non-positive control territory not so equipped, auxiliary means located at the entrance to said nonpositive control territory for supplying an excess of energy to trains, and means on a train responsive to energy from saidauxiliary means but not to energy from said primary means for conditioning the train to proceed through said non-positive con.- trol territory without retardation.

6. In combination, a stretch of railway track having positive control territory equipped with primary means for supplying governing energy to trains and non-positive control territory not so equipped, auxiliary means located at the entrance to said nonpositive control territory for supplying an excess of energy to trains, and train carried cut-out apparatus responsive to energy from said .auxiliary means but not to energy from said primary means.

7. In combination, a stretch of railway track having positive equipped wit-l1 primary means for supplying governing energy to trains and non-positive control territory not so equipped, auxiliary means located at the entrance to said nonpositive control territory for supplying an excess of energy to trains, and tram carried cut-out apparatus comprising a. manually operable part and functioning if said part is operated while the train is receiving energy from said auxiliary means but not if said part is operated while the train is receiving energy from said primary means.

8. In an automatic train control system for a railway having a portion of its track- 'way equipped for automatic train control and a portion not so equipped, car-carried brake control apparatus continuously controlled by energy received from the trackway through receiving equipment, a manually operable device acting when operated to reduce the sensitiveness of said receiving equipment, means at the entrance to such unequipped portion of trackway'for deliverilig an excessive amount of energy to said receiving equipment, and means for maintaining said brake control apparatus inactive while travelling in the unequipped portion of the trackway, said last mentioned means being initially actuated by operation of said manually operable device.

In testimony whereof I aflix my signature.

; FRANK H. NICHOLSON. 

